Ragsf15e

Call Parker. https://airspeedinsurance.com/about/ It’s gonna be tough to get and pricey based on your time.

Sheesh, that’s a scary one. My ‘68 F is in annual right now and I’ll take a look at it for sure. Did we ever figure out which year/models have the same/susceptible attachment as the one that failed?

Realistically, my F is 145-150kts at your 5000’ power setting. Depends on weight. So you might gain a few knots but not much. I’m in for a new cylinder right now (chrome flaked off) and a new one is $2500. OH quotes are ~$2k. I’d stick with what you got instead of upgrading to angle valve cylinders.

It’s relatively common in higher performance/bigger airplanes. Just something you get use to planning for. Unless you’re doing pattern work before departing xc as @kortopates mentioned or making a short flight with lots of people and extra fuel (long range alternate?), it usually solves itself. Well, maybe trying to ferry cheap fuel across state lines after taking some hefty neighbors for $100 hamburgers?

The traditional backup for the vacuum ADI was the TC along with the other “performance” instruments. So yes, the TC is a gyro but clearly not an attitude indicator. I understand the G5 was certified under different rules than the -275. The G5 can however be a 1 for 1 swap with an ADI and you’re perfectly legal to fly IFR. Probably safer than with a vac ADI. Either way, you are only backed up the TC, Aspd, Alt, VSI and a well rehearsed PP scan. My question was this, does the gi-275 need a backup ADI or do the traditional “partial panel” instruments suffice?

Yes, but does it need a backup ai, second gi275, or just keeping the “partial panel” instruments. Since you can remove the aspd, and alt which are part of a partial panel scan, I’m guessing you are required to have a backup attitude or second gi275 that can revert to an AI.

Does the Gi275 need an AI backup? The G5 wasn’t certified the same, so it doesn’t. You could swap out a mechanical adi, keep the TC “backup” and be legal. That also may let you get rid of vacuum.

I have an SL30 as #2 and it does have digital output, however I didn’t elect to connect it to my G5s as the GNS-430W I have in #1 has both gps/vhf. So yes it’s digital, but I can’t say for certain it works as I didn’t do it.

First Assignment Instructor Pilot. About 50% of USAF pilot training instructors just finished training themselves! They go through flight training, then a 6 month instructor course that all incoming new instructors do for their platform (T-6, T-38 or T-1), then they start teaching! They are usually highly motivated and single, so they fly at least twice, sometimes 3 training sorties/day. They also become controllers for the T-6 and T-38 traffic patterns. They are the workhorse of pilot training. I was a relatively senior officer in a pilot training squadron and wouldn’t have lasted a week on their schedule. When it comes to checkrides for rated pilots, elimination checkrides for students, etc, the more senior folks do those. After 2-3 years, FAIPs are finally given a “real” USAF airplane assignment based on their desires and a ranking based on their work as a FAIP. So yes, they are highly motivated.

And just to show I mean it, I have an aerotek adi removed working from my G5 upgrade. PM me and I’ll shoot it your way. It’ll probably work until you decide on something else.

An AV-30, G5, or GI275 (in order of $$) might be worth at least considering while you’ve got the primary out. I know you don’t want it, but I honestly think an eADI is safer (much more mtbf, and better failure mode/annunciation). You can just do one as a drop in for your ADI and wait on anything else for later. And, it would let you get rid of the vacuum system at your convenience. I know you don’t want it, so I’ll stop now.

Ahh just do it. You’ll love an eADI!

Well done.

Did you still remember it or have to look it up?

Yes and the G onset rate was said to be the fastest in the USAF. It would really turn when you pulled... for about 90 degrees, then the tremendous increase in drag would overcome the tiny little “dog whistle” engines and the airplane would turn into a PA-160. No G suits, so you had to be ready on the G strain or you’d be asleep in those 90 degrees. Parachute was actually on your back too. Wore it out to the jet. It did have an ejection system but it was pure 1950s. It worked but at low altitude you were likely toast. It had a special lanyard to connect when you were at pattern altitude and below that would skip the safety of a 2” delay for separation of the two seats and immediately pull the chute upon exiting the airplane. The engines were so loud that you had to wear both in ear and over the ear hearing protection on the flight line. Apparently they converted JP-4 into noise, but not thrust. Spinning the Tweet was great too. She was an honest airplane, and if you stalled with yaw, hold on tight! There was no “neutralize the controls” recovery that the new trainer uses, the Tweet required adherence to 4 very specific steps or she would just keep on spinning while you watched the altimeter unwind and wondered how well the 1950s ejection seat would work. Power, idle. Ailerons neutral. Rudder full opposite direction of the spin. Stick abruptly full forward. And by “abruptly”, they meant slam it into the instrument panel as hard as you can. After the spin definitely stopped (and certainly not before), you might want to let off some of the forward stick or you’ll soon be IMC in the cockpit at -2 Gs and see 50 years worth of dirt and lost ear plugs.

All you guys with more power, the higher max gross sounds reasonable to me from a performance/operation standpoint.

At max gross weight of 2740, my F is fine up to DA of around 5,000’ for takeoff but then I really start paying attention to runway length and terrain. During climb it’s ok at 2740 until around 10,000’, then its down to 200-500fpm. It also cruises noticeably slower at max gross. All of these factors start getting worse and harder to control when you add in thermals, turbulence, wind, etc which are common where I live. In my humble opinion, a gw increase for the F/J would reduce the safety factor too much and I wouldn’t do it. If I had a turbo or TN, then I could see it. It would probably still be safe at very low DAs, but I don’t think it would be a good idea for most of our operations. Why doesn’t someone get the C/E up to 2740? Basically it would be same as the F?

Oh no you don’t! The Navy flew T-34s. The AF wanted to make jet pilots, so the primary trainer for ~50years was the Cessna T-37 Tweet! Now replaced by the Beech T-6.

It does look interesting, but that egt looks like it’s varying earlier in the flight too. The sensor isn’t loose or the exhaust pipe vibrating, is it? It kinda looks like it has some issues from the beginning.

I have the same 430w and -345 setup as well and like it a lot. Even the traffic on tge 430w screen is nice. It wouldn’t be the end of the world to go with a tail beacon for out and a sentry for in on an iPad though. As long as you’ve got traffic and weather on something, it’s pretty darn good.

When you say you checked the mags, what did you do? I say this because loose/worn spark plug connections or wiring harness will do that and you mentioned it increased with rpm. I suggest next time you fly it, do an inflight mag check and listen closely if it goes away or changes with the mags grounded one at a time. Maybe one of the harness wires is old/bad or pulling on a plug wrong after the engine swap.

I’ve run the Tempest FWs for a long time in my F and they’ve been great. Supposedly they did have some manufacturing issues that had been outsourced (the electrode failures), but they stood by the product and now do all the manufacturing in house. At least that’s what I learned on MS. I’d put them in my airplane again for sure.

The 930 is plenty readable over on the copilot side. I’d rather have a 930 on the right than stuffing a 900 into too small a space on the left. If there’s enough room on the left to fit a 900 comfortably, that’s a nice option.

Yes, garmin has their own servos. There will be someone along who can give you a reasonable estimate after doing something similar to your plan. The Garmin autopilot is 15-20k installed. Ballpark.

I’m pretty much with you on most of this, and your power off 180 might be ok on your check, but maybe worth practicing to nail a spot with some flaps. If you no kidding lose the engine and land in a field, you need to be at the lowest possible speed at touchdown. Velocity is squared in the energy equation, so extra velocity “hurts” at that point. You can still play with ground effect, that’s reasonable, but try to get on a spot and very slow for touchdown. If winds are properly analyzed, it is definitely possible to do.